Fluid-pressure brake



A ril 2, 1929. E. F. WAGNER FLUID PRESSURE BRAKE Filed June 4, 1927 2 Sheets-Sheet l INVENTOR ERNEST FELIXWAGNER ATTORNEY April 2, 1929' E. F. WAGNER 1,707,241

FLUID PRESSURE BRAKE Filed June 4. 192'? 2 Sheets-Shee Hg 2. I

INVENTOR- ERNEST FELIX WAGNER ATTORN Patented Apr. 2, 1929.

barre snares ERNEST FELIX WAGNER, or! P13431133,- JEHANCEUA$IGNQH romHEiWEsmNqHo sn m PM environ.

BRAKE sometime, on wi mannnme rnnnsnmveme Air ooaronmrrom on rnnm svLvAngAi i Application f leclilunexl. 1922, SeriaLNo. 196,480,,amiWin Em nce mJ me,11, 1926.

This 'ivention relates to fluid pressure braking apparatus for railway. andthehlte; ehiclesandhas for its main objectto provide flHlPl'OVBCl apparatus of this cha acter which shall automatically ensure the safety of vehicles when. descendingsteep and long gradients. r

lVhen braking, diuingthe descent otsteep andIlong gradients, it is necessary for. the driven of z'it-rainito. apply and release the brakes alternately; in a systeinai c manner in order, tomaihtain a su'tiicicnt supply of; iluidiinder pressure in, the a xiliary reservoirs Oil the braking;apparatus.

It would however, be oi' advantage auto matically to control the alternaf; eplica tion and release of the brakes, Wlii st perinitting the driver of the'train to graduate the braking effort exertedrat will, according to the nature. otthe. train, variations in the gradient and" in the resistance offered by, the track, and even Wholly to supersede the automatic control of the brakes by actuating the drivers brake valve.

Accordingly the invention has for one oi? its objects toprovide arrangementsadapted a'utoi'natically to initiate an alternate application and release ofthe brakes, as; soon as the train attains a prct-leterinincdspeed, and to maintain such an automatic application and release oi the brakes untilthespeediof the. train is reduced to a value: lower. than that oif'the predetermined speed; fur ther object of the invention to provide arrangrcnients ilior e'l'l ecting an automatic emergency app ation oi the brakes if fthe speedct the can increases, in spite oi the alternate application and" release oi the brakes, to a predetermined maximum speed,

The improved automatic braking apparatus may be controlledmechanically or eleciricuiiv and is so arranged that the driver v time supersede the, automatic apoi?" the brakes by actuating the drivers brake valve device.

'ihe invention will, now be desoribediby oi example With reference to the ac coinpanying diagrammatic drawings in which Figure 1 is a view of a constructional form of the improved braking apparatus. which is adapted tov be controlled electrically, and Figure 2iis-a view of, at similar constructional form of the improved br ali ing apparatuswhich is adzipted to be con: trolled mechanically,

Figures 3',+land 5 being views of a por tion' of lthe apparatus illustrated in- Figure 2 at different stages duringbraking. Re ierring first to Figure 1; it will be obs rved that' a .speediindication needle 1, is adapted, to co-operate with a contactEZ and control a circuit through a resistance 3, an automatic contact device at; adapted to be closed, as illustrated in l ligure 1, when thepressurein a reservoir 28 operativelv connected therewith descends below a predetermined value, an electro-magnetic valve device 5 comprising poppet valvesii) and 10, a contact 6' arranged'to be closed in the running position ofthe drivers brake valve device and a battery 7. The needle 1 also cooperates with a contact 2 and controls a circuit t-hrougl i an emergency electro-inagnetic controlling valve device 8 comprising poppet valves 1 1" andlQ, electromagnetic valve de: vice 5, CO IllDELCiJ 6 and battery 7;

Tlie electromagnetic valve device 5 coinprises an electro-niagnet adapted to operate poppet valves 9 and lO. The valve chamber containing valve10 is open to the atmosphere, and the valve chamber containing valve 9 open to a pipe Whichleads tothe drivene brake valve device and which inthe running position oi" the driver-7s brake val veis suppliedwith fluidnnder pressure. Avalve chamber 13', intermediate the *alves 9 andilfl, is connected throng a conduit 'lfwv-ith distributing valve device 16, and When the magnet is not enern'izeth the valve 9 will be seated. and the valve 1o unseatedgsotliat fluid is vented from the piston '17] of the valve device 16 through conduit 14E and'chamber l3pastthe open val, 10 to: the atmosphere. hen the magnet is energizei'jl, the valve 10 is seated and the valve 9 is unseat-ed so that fluid under prcsthrough conduit 14 and of a spring 18 on the one side and of fluid supplied from the drivers brake device through a conduit 19 on the other side. p

The piston 17 controls a slide valve 20 adapted to permit communication between the -train pipe 21 and the drivers brake valve through conduits 15 and 19 or with the atmosphere through a conduit 22 and the pressure limiter 23 which comprises a body portiondivided into two chambers by a piston 24. The upper chamber is adapted to be placed" in 'communication through the poppet valves 11 and 12, either with the drivers brake' valve orwith the atmosphere, the lower c'hamber being normally in com- "'munication with "the atmosphere through port 25; A' spring 26 in the lowerchamber is of sucha strength as to permit the port 25tobe closed by a slide valve 27 controlled by" the piston 24 upon a given fall of pressure in the, lower chamber. g

A port 29 in the slide valve 20 of the distributing. valve device '16 isadapted to establish communication between the reservoir 28 and the drivers brake valve device through conduits 15, 19 and 30, poppet valve 31 and conduit 32, or between the reservoir 28 and the atmosphere through conduits 32 and 30, a recess in the slide valve and the port 33.

' U The reservoir 28 is, in permanent .com-

. nrunication through a conduit 34; with a governing device adapted to actuate the contact device L y The apparatus illustrated in Figure 1 operates as follows;

v 'Normally the ,electro-magnet valve device is not energized and therefore the poppet valve 9 is closed and the poppet valve is open with the result that the upper side of the piston 17 is in'communication with the atmosphere past the poppetvalve 10. The

piston 17 is therefore moved upwards against the action of the spring 18 by fluid under pressure, supplied from the drivers brake valve through conduit 19 with the result that the trainpipe 21 is charged and the brakesreleased. I

The slide valve in its upper position also establishescommunication between the reservoir 28 and the atmosphere through conduits 323033, with the result that the cont-act devices of the governing device is electro-magneticvalve device 5 through needle 1, contact 2, resistance 3, contact device 1, clectro-magnetic valve device 5, contact G of the drivers brake valve and battery 7, with the result that the poppet valve 9 is opened and poppet valve 10 is closed.

Fluid under pressure is thereupon supplied to the distributing valve device 16 and the piston 17 is moved downwardly so that the slide valve 20 first cuts oil the supply of fluid under pressure to the train pipe 21,. and places it in communication with the atmosphere through conduit 22 and pressure limiter 23, and then places the reservoir in communication with the drivers brake valve through conduits 15 and 19, port 29 and conduits and 32 and past valve 31.

The train pipe 21 is therefore vented. to atmosphere and when the pressure of? the fluid therein attains a predetermined aluo, the pressure of the air obtaining in the couduit 15 moves the piston 21- downwardly and the slide valve 27 closes the port 25 so that fluid under pressure is no longer vented from the train pipe.

At the end of a predetermined period of time, the reservoir 28 is filled to a pressure for which the governing device of the contact device 4 is regulated, with the result that the contact 4 is opened, and the electromagnetic valve device 5 becomes dencrgixed and piston 17 reascends whereupon the train pipe 21 is recharged.

The to and fro movement will continue until the speed diminishes below the predetermined value, whereupon, the needle 1 breaks contact at 2.

The degree to which the brake pipe pressure is reduced depends upon the time the slide valve 27 remains open and this time may be regulated as desired by varying the strength of the spring 26.

The period of time in which the brakes remain applied depends on the time required to charge the timing reservoir 28 to the pro determined pressure at which the governing device, of the switch -11 acts to open tho switch, which in turn dcpemls upon the How area of conduit 32 and the flow area of the passage controlled by the check valve 31. The perold of time in which recharging ot the brake pipe and the release of the brahcs takes place depends upon the time required to reduce the pressure in the reservoir 23 to a predetermined degree. which in turn depends on the rate of discharge from the reservoir by way of the conduit 32, the check valve 31 preventing back flow from the reservoir through the passage controlled by said check valve.

Emergency bra7c2 m .If, in spite of the automatic alternate application and release of the brakes described above the speed oi" the train continues to increase beyond a value considered dangerous, an automatic ill) loo

lui;

we ean continuous applioatien of the brakes takes plaee.

In this c v the needle 1 closes, through the contact the circuit 1; 2 eleetro niag n'etie valve device 8; electro -lua'guctic valve device 5, contact 6*, and battery 7.

The elieotrtdaua metic valve device: 8 is and the poppet valve 11 descends unclveutt; the train pipe 21 through the slide a the train" gripe is no longer luniteth as the upper side oi the piston oi 2i ot the pressure limitingilevice 22 is new subjee' te alt/mos pheric p1 its past the poppet valvelZi The contacts-"i?the regulathr is no lent infthe energizingcircuit at the elrotroanagz netic valve levice so that the brakes are applied continuously until released 1112111 ally hv in ans ot the (lriveNz-r brake val Y now teFigures Q, 3, 4t anti 5 it lteterrii 'll be ebservecl that the braking apjliaratus l 'tei l in Figure 2 is similar to that illti tiatetl' in Figural but that the autonrl elect-roanaguetic controlling apparzt tus is replaced by automatic IHGClltlliCllCOlltrollingapparatus.

Hue againwhen the speecl of the train attains a predetermined value, a distributing valve tlevice is arranged to out otl' the train pipe l lOln the drivers brake valve and per" init theescape of fluid under pressure there from to atmosphere. The escape of fluid under pressure from the train pipe is interruptetl automatically as soon as a predeterininetl pressure is attained in the train pipe and therefore at the end 01" a preile tel-mined perioal oi time the ap ilication of the brakes ceases, the distributing valve device bei r lGVQlHGCl anal the brakes releuuetluiul the train pipe recl'iargeil at the same ine.

lle'leri g to Figure 2 it will be observed that a ceutril'iural governs 1. 1 is provided with a bell crank lever 1th controlled by the governiu' and arranged to actuate a reg lating cam clement adapted to centre]. the puppet valves 9, 10,. 11 and 12 of the valve devices si l; and, 4.13 re-mectivelv llhe valve devices --fl--l and at") eovres ieucl respectively to e 1 aiulare the var ":leviues 5 anti Sin. lfiig arranged ta term similar tunctiens to these performed by the latter *a-lve Ll vices. it vigilance valve device 456 actuated by means of the handle of the drivers brake valve in the running position thereof pernuts the supply of fluid under pressure to the valve clevices laancl 45 from the driv rs brake valve only in the running position thereef.

A earn element 47 aclaptemlto be controlled by a governing device 48 in communication live 20., but the fall in pressure in with the reservoir QS is prhvitletl ter nun-- trolling uievaivad *iealh'antl as raga cl the etl Hav already been-described with rel venue to Figure 1 arid-are designated bythe same reference"numerals in Figu-resl and 2-;

The o'pei'ation otf' the apparatus illustrated in l igure 2 as tiJlloWs 1" Normally, thatis to say whim the traiu is travellingat a spcett less tl'iauthe pi-ale ternlinetl speed theea iu element-l3 is in its e pe'sition tevvarcls' the left as illustliere'lore opeir and the puppetva closed euthat chauiibei on the uppe ct the piston 17 of the distributing (levice 16 is vented to the atmosphere arul the earn pipe is supplied with fluid under pressure.

The reservoir 281s also incominiznicatiun with the aFti'nosphere aiul theqaiston t the governing device -18 is in its extreme eal tion towards theright.

llhe poppet valve 12 of the valve device 45 is ClOt-lWl and the poppet valve 11' "1; open and atlinits tluiu uniler pressiuei'i iii the driver-"ls bra valve to the chamber (at upper sitle of iston 241-.

Intermittent application 0/" the (I igmes and 3 .'l i hen the sp eecl attains a predetermined valuethe centrith'g'al gev ernor 41 causes the cam element 43 to move towards the right, and PBlIllltS the poppet valve of the valve 44: to close thus ail initting fluitl untler pressure to the chamber 011 theupper sitlewt the piston 17, 'Wllicl'l therefore elescenilsanc moves the slitle valve 20 to cut oil tlietw pipe 21 them the conduit 22 and port 25.

Upunapredetern'iijietl fall of train pipe pressure tahiiig'pluce the: pisten'fi l is lIlUVGLl tlewnwa ly by iihiituiuler pressure supplied from the clrivers biulte valve past the poppet valve ll aiulthe slide valve 27 closes the port 25. I

During this time, fluid under pr supplied. through the (.lrivers brake vaive device fills the reserveii 28, throughlthe port 29 and conduit 32a1ul. past valve auilat the eiul of a pretl riuiuetl periuil at time the pressure in this reservoir attains such a value that the piston oi" the guveruin r (levice as lblilOVtitl towards the left, so that the cam element 4;? opens the pi fipet valve ll) of the valve device ist anil thus causes the reversaloft the distributing valve device and. its slide valve 20 and permits thereehargiiig oi the train pipe (l igure t).

A) to and fro'n iotieir of the piston 17 is therefore established as was the case in the apparatus described with reference to Fi ure 1.

Emergency lira/hing (Fig-We 5).When a speed of dangerously high value is aterp ortioirs' ettlie" a nparathsn the.

in Figure 2 and the poppet valve 10 SSHTO lilt) tained by the train the apparatus automatically eltects a continuous application of the brakes. In this case, the cam element a8 is at theextreme position towards the right and engages With the cam element a? which is connected resiliently to the piston of the governing device 48, and the operation of the governing device'S thus has no effect on the braking that is to say the brakes are not intermittently released. I

The poppet valve 12 of the valve device 45 is opened by the cam element 43 and the chamber at the upperside of the piston 24 is connected to atmosphere past the valve 12 thus leaving the train pipe 21 permanently connected to atmosphere rhrouo'li conduit 22 and port 25.

.The vigilance valve device a6 in any position of the drivers brake valve other than the running"position prevents the admission of fluid under pressure to the valve devices 44 and 45 and thus to the distributing valve device so that an automatic intermittent or emergency application of the brakes cannot take place.

It Will beevident that the invention is not limited to the particular construction and arrangement of parts hereinabove described which may be varied as desired to suit particular requirements without exceeding the scope oi the invention.

. I-Iavin'g now described my invention what I claim as new anddesire to secure by Letters Patent, is

. 1. In fluid pressure braking apparatus for a'vehicle, means for automatically effecting an intermittent application of the brakes which intermittent application is in tial d When the vehicle attains a predetermiaec speed. p I

2. In fluid pressure braking apparatus l'or a vehicle, means for automatically effecting an intermittent application of the brakes When the vehicle attains a predetermined speed and means for, superseding the intermittent application of the brakes and auton'iatically effecting a continuous application of the brakes when the vehicle attains a predetermined greater speed.

'cally' effecting a continuous application of thebrakes and manually operable means for superseding gthe automatic application of the brakes.

5. In fluid pressure braking apparatus for a vehicle, electrically controlled means for automatically eliecting an intermittent application of the brakes and means for starting said intermittent application when the vehicle attains a predetermined speed.

6. In fluid pressure braking apparatus for a vehicle, the combination of a. brake pipe, at distributing valve levice for controlling the supply of fluid to and its release from said brake pipe and automatic means for moving said distributi: g alvc device alternately to its application and release positions.

7. In fluid pressure braking apparatus for a vehicle, the combination of a distributing valve device, an clectro-mamietic valve device for controlling said distributing valve device and means for intcrmitlcutly energizing said elect-ro-magnelic alve device when the vehicle attains a predetermined speed.

8. In fluid pressure bi'akinp apparatus for a vehicle, the combination of a brake pipe, automatic means for inter-mittcutly venting; fluid under pressure from the brake pipe when the vehicle attains a predetermined speed and means for limiting the fall of pressure in the brake pipe upon each application of the brakes.

9. In fluid pro ire braking, apparatus ilor a vehicle, the comoination of a brake pipe, automatic means for intermittently venting fluid under pressure from the brake pipe when the vehicle attains a predetermincd speed, pressure limiting; device for automatically limiting the tall oi pressure in the brake pipe upon each applicatitm oi the brakes and means vfor aul'on itically rendering the pressure limiting; device inoperative when. the vehicle attains a Plllllfi'llll)llltll soeed.

10.In fluid pro sure braking apparatus for a vehicle, the combination of a distributing valve device. an clectro-=aaenclic \ulvo. device for controlliiu: said distributing valve device, a reservoir for controlling a contact device for controlling" said cicctro-man'iuilic valve device, means tor charging said reservoir during application of the hralws. and means for venting said reservoir during! rclease oil the brakes.

11. In fluid pressure braking apparatus for a vehicle. the combination ol :1. distributing 'alvc de ice. elcclro-mag nclic means for intern'iittently supplyin lluid under pressure to said distributing valve device and means for render" said cleclro-magrnetic means continuou energized.

In testimony whereof I have hereunto set my hand.

ERNEST FFLIX WAGNER.

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